Guidance concerning Air Navigation in and above the NAT MNPSA
intending to also fly in this WATRS Plus airspace should ensure that its RNP approval status is included in the flight plan. In field 18 this should be annotated as NAV/RNP10 or NAV/RNP4 (see paragraph 4.1.12).
All US FAR Part 121 carriers (domestic and flag operators) and many non-US carriers
employ aircraft dispatchers or flight operations officers (hereafter referred to as dispatchers) to provide flight planning, flight watch and/or flight monitoring services. Most of the information presented here is included in other chapters of this manual but since this chapter deals with issues primarily important to dispatchers, the information is sometimes repeated here for emphasis and additional guidance.
Nothing in this chapter should be construed as to take precedence over appropriate
government regulations or individual company policy.
The dispatcher is responsible for providing the pilot-in-command with information necessary
to conduct a flight safely and legally under appropriate State civil aviation authority regulatory requirements. ICAO Annex 6 defines the requirement for an en route aircraft, but when operating under US FAR Part 121 or/and certain other State civil aviation rules, the dispatcher shares responsibility for exercising operational control with the pilot-in-command of the flight. A successful flight will always start with an intelligent,
informed and conservative plan.
The daily published OTS tracks provide near to optimum NAT segment routings for about
half of all the flights between Europe and North America. For many other flights the location of the OTS
structure on the day may constrain available random routings.
NAT flight plan almost always requires can influence the OTS construction
consideration of the detail of the process by providing Prefered
the development of a relevant OTS structure. Route Messages and
participating in this collaborative decision making ( See Chapter 2, paragraphs 2.2.3 and 2.2.4).
The eastbound and westbound OTS structures are the subject of separate “NAT Track
Messages” published via the AFTN. A detailed description of the NAT Track message is provided in
Planning on an OTS Track
Dispatchers must pay particular attention to defined co-ordinates, domestic entry and exit
routings, allowable altitudes, Track message identification number (TMI) and any other information included in the remarks section. They must also take care to be apprised of any amendments or corrections that may be subsequently issued. When such amendments are issued the TMI is appended with an alpha suffix (e.g.
Since track messages are often manually entered into company flight planning systems,
dispatchers should verify that all waypoints on flight plans comply with the current OTS message.
It is important for dispatchers to understand that transition routes specified in the NAT Track message are as important as the tracks themselves. The transition route systems in Europe – the North Atlantic European Routing Scheme (NERS) and in North America – the North American Routes (NARs) and the Northern Organised Track System (NOROTS) and the US East Coast routes are described in Chapter 3. Dispatchers should comply with any specified transition
NAT Doc 007